Gas or oil engine



(No Model.) 2 sheets sheet 1.

F; s. MEAD.

' v GAS 0R OIL ENGINE.

No. 544,586. Patented Aug. 13, 1895.

(No Model. 2 Sheets-Sheet 2. r

- F.S.MEAD.

GAS 0R OIL ENGINE.

Patent edAug'. 13, 1895 2;

A TTOHNEYS.

UNITED STATES PATENT OFFICE- FRANK S. MEAD, OF MONTREAL, CANADA.

GAS OR'OIL ENGINE.

SEECIFICATION forming part of Letters l atent No. 544,586, dated August 13, 1895.

Application filed April 18, 1894. Serial No. 508,018. (No model.)

To all whom it may concern..-

Be it known that I, FRANK S. MEAD, a citizen of the United States, at present residing at Montreal, in the Province of Quebec and Dominion of Canada, have invented anew and Improved Gas or Oil Engine, of which the following is a full, clear, and exact description. i

The invention relates to that class of gas or vapor engines known as F internal combustion engines and receiving an impulse at every revolution.

The object of the invention is to provide a new and improved gas or oil engine which is comparatively simple and durable in construction, very effective in operation,and arranged to utilize the motive agent to the greatest advantage.

The invention consists of certain parts and details and combinations of the same, as will be hereinafter described, and then pointed out in the claims.

. Reference is to be had to the accompanying drawings, forming apart of this specification, in which similar letters and numerals of reference indicate corresponding parts in all the views.

Figure l is a cross-section of the improvement arranged as a duplex engine on the line 1 l of Fig. 2. ,Fig. 2 is a sectional side elevation of the same on the line 2 2 of Fig.1. Fig. 8 is a plan View of the same. Fig. 4 is an enlarged face view of part of the reversing mechanism. Fig. 5 is a face view of part of the reversing mechanism. Fig. 6 is a transverse section of the same on the line 6 6 of Fig. '5. Fig. 7 is an enlarged inner face view of the hand-wheel for the reversing mechanism. Fig. 8 is a cross-section of one of the pump-cylinders. Fig. 9 is a side elevation of one of the vapor-pumps on the line 9 9 of Fig. 1; and Fig. 10 is a diagram showing the relative positions of the working parts of the engine.

The improved duplex gas or oil engine is provided with a suitably-constructed casing A, supporting the cylinders A and A opening at their lower enlarged ends into the said casing A, as plainly shown in Figs. 1 and 2. In the cylinders A and A reciprocate the pistons B and B, respectively, connected in the (See Fig. 8.)

usual manner with the main driving-shaft C,

open lower ends of the cylinders ArandA so as to form the annular chambers A and A, respectively, in the said cylinders A and A The annular chamber A is connected by a port a with a chamber 1), arranged 'between the cylinders, as indicated in Fig. 3, and a like porta connects the chamber A with a chamber I), located opposite the chamber b, as shown in Figs. 2 and 3.

The lower ends of the chambers'b and b are normally closed by valves D, adapted to open inwardly during the downstroke of the pistons B and B. 'The upper ends of the chambers 19 and b are normally closed by valves -E,*adapted to connect the respective chambers 29 and b with channels 0 c, of which the channel 0 opens into the upper end of the cylinder A and the channel 0 leads to the upper end of the cylinder A Thus air in the chamber 1), forced into the same on the upward stroke of the piston B, can pass past its valve E into the channel 0 to pass into the upper end of the cylinder A While the air compressed by the piston B in the chamber A can pass through the port a into the chamber b, past the valve E into the channel c,and'into the upperend of the cylinder A.

In each of the cylinders A and A are arranged the ports d, e, andf, located one above the other, and of which the port 01 transmits the charge of gas to the upper or working end of the cylinder A or A to be mixed therein with the air drawn in the cylinder, as above described, from the respective chamber b or b. The port f is the regular exhaust-port,

that is connected by a portf with the cylinder F of the vapor-pump for each cylinder. This port f is in a horizontal plane with the port e, connected with the port e, located in the cylinder above the port f, (see Figs. 1 and 8,) and from the said port 6 leads a branch port 6 in a downward direc tion to open into the lower end of tho cy1inplunger G, connected in the usual manner at its lower end with an auxiliary shaft H, driven from the main driving-shaft C, so as to impart the necessary reciprocating motion to the said plungers to cause the latter to reciprocate in unison with the pistons B and B to produce the desired result. Each plunger G is formed with two annular recesses g and g,

of which the recess 9 is adapted to connect the gas-inlet port d with a channel 0?, arranged in the upper end of the cylinder F to open into the latter at the upper end thereof, as plainly shown in Fig. 1. Into this upper end of each cylinder F for the respective pump leads a gas-supply pipe I, connected with a vapor-reservoir I, attached to the top or upper head of the cylinders A A the said reservoir being connected by a pipe I with a suitable source of oil-supply, so that the oil in passing through the pipe 1 in the reservoir by a port hin the top or head of the cylinders is immediately vaporized, as the said top or head is heated from the bu rning charges in the cylinders A and A.

When the plungers G of the vapor-pumps are on their downstroke, they draw in the gas or vapors through the pipes I, and when the plungers move upward they compress the drawn-in gas or vapor to finally force it through the channel (1 and annular recess '9 into the port d, connected with the port cl, opening into the working or upper end of the respective cylinder A or A The exhaust from the exhaust-portfpasses to an exhaustpipe J, adapted to pass in U shape or other form through a tank J, containing a cooling medium, so as to cool the exhaust before it finally passes into the outer air through the upper end of the exhaust-pipe J, as will be readily understood by reference to Figs. 1 and 3.

The working ends of the cylinders A and A are formed. with jackets A each connected at top and bottom with the ends of a coil of pipe K, arranged in a vessel L, provided with an inlet-pipe L and an outlet-pipe L so as to permit of circulating a cooling medium through the said vessel L to cool the fluid filling the jackets A and the pipes K connected therewith. It is understood that by this arrangementacirculation of the fluid in the jackets A is established, as the fluid on being heated rises in the respective jacket to pass through the upper end of the coil of pipe K, through thesame to be cooled by the circulating medium in the vessel L, to finally enter the lower end of the respective jacket A and be reheated by the burning fuel in the cylinders, and thus'establishes a circulation of the fluid in the jacket, or it may be circulated by a pump, if preferred.

In order to drive the shaft H for operating the plunger G of the vapor-pumps from the main driving-shaft O and to reverse the engine at any time, I provide the following device: On the shaft II is secured a sprocketwheel ll, connected by a sprocket-chain with asprooket-wheeliN, held loosely on the reduced end 0 ofthe main driving-shaft O.

This sprocket-wheel N is formed extending into a segmental slot N formed in the web of the sprocket-wheel N, as plainly shown in Fig. 2, reference being also had to the detail views-shown in Figs. t, 5, and 6. The disk P being keyed to the reduced part 0 of the shaft 0 drives the wheel N, and thereby the vapor-pumps, by means of the pin P. On the shaft 0', carrying the pinion O, is secured a second pinion O in mesh with a pinion Q, fastened to the inner face of a hand-wheel Q, held loosely on the reduced part 0 of the main driving-shaft O, as plainly shown in Figs. 2 and 7. Now it will be seen that when the operator turns the handwheel Q, the pinion Q therein will rotate the second pinion 0 so as to turn the pinion O and consequently turn the sprocket-wheel N, in mesh by its internal gear-wheel N with the said pinion 0, bringing the wheel N back against the pin P.

By shifting the sprocket-wheel N in the manner described the sprocket-chain conmeeting the sprocket-wheel N with the sprocket-wheel H turns the shaft H, so as to change the working of the plungers G in the vapor-pumps for the cylinders A and A whereby the motion of the engine is reversed. It is understood that the turning motion of the wheel N is limited by the pin P in. the segmental slot N Now, as the pin P is a part of the disk P, and after it has come to the end of the slot N it must necessarily take the wheel N along with it, thus driving the pump. The slot N is of such length that the wheel N may be turned the proper number of degrees on either side of the crank. Now, if it was merely a matter of reversing the engine at leisure when it was standing still, the hand-wheel Q and connecting gearing would not be necessary, as by taking hold of 1 the wheel N it might be moved back against the pin P,and the engine would be ready to start up; but when it is desired to reverse the engine while running, then the operator takes hold of the hand-wheel Q, so as to throw the wheel N over to the other end of the slot N to be ready to be driven in the opposite direction, and as soon as the engine reverses the pin P carries the wheel N along with it.

As is well known, it is necessary in starting then the hand-wheel Q can go no farther with-.7.

- position the cylinder A is filled with a compressed explosive charge. This charge is now ignited by suitable means, (not shown,) sothat the piston B is driven down until it uncovers the exhaust-portf to release the pressure in the cylinder A. The other piston B meanwhile rises while the piston Bis descending, so as to compress fresh air in the annular chamber A, and as. soon as the pressure in the cylinder A is relieved, as above described, then this compressed'air from'the chamber A raises the valve E to permit the compressed air to pass from the chamber b and channel 0 into the upper end of the cylinder A, thus forcing out the residuum or burned pro ducts of combustion by way of the exhaustportf, at the same time filling the upper end of the cylinder A with fresh air. As the piston B reaches the lower end of its stroke, then the valve-plunger G for the cylinder A has risen from its lower center and by means of the recess 9 has connected the port 6 with the port f, thus forming an auxiliary connection between the cylinder A and the exhaust and allowing the air in the-cylinder A to escape during the return stroke of the piston B. The pump-plunger still rising cuts off or closes the communication between the ports 6 and f in the cylinder F and immediately thereafter uncovers the port 01 to the upper end of the pump and at the same time opens the port e to the lower end of the pump. This allows the compressed gas in the channel d recess g, and ports (1 and d to finally pass intothe upper end of the cylinder A, and at the same time air passes from the cylinder A by way of the ports 6 and e to the lower annular chamber F of the cylinder F. Now as the piston B is rising at this time it cuts off or closes the first port 6 and then the port d, and as the piston rises to the top of its stroke the charge is mixed in the cylinder and compressed to the desired amount, ready again for ignition. When the piston closes the port d, then the plunger Gr of the pump for the cylinder A is at the top of its stroke, and as the-plunger goes down the air previously drawn into the lower annular chamber F of the cylinder F is forced up through apertures 71 and channel j, containing a check-valve G, into the upper end F of the said cylinder F; but as this amount is not sufficient to completely fill the upper end of the cylinder F the balance is drawn in from the vapor-supply vessel I, located on to; of the cylinders A and A The pumpplunger G now rises and mixes and compresses the explosive charge in theupper end of the cylinder F, while there is no inlet to the annular chamber F in the lower part of the cylinder, so that a vacuum is formed therein for the purpose of receiving a supplyof fresh air from the upper end of the cylinder A at the proper time, and neither the upper part of the cylinder F nor the annular chamber F can communicate with the cylinder A until the pump-plunger G itself has in its upward movementuncovered the ports d and e as above described. As the piston B descends, air is drawn into the chamber I) through the valve, and this air is compressed somewhat as the piston rises until the pressure is re-' leased from. the opposite working cylinder,

so that thiszcompressed 'air passes into and through that cylinder by way of the valves E and the respective channel 0 or c, as above described.

The cylinder A is washed out by the compressed air entering by the channel a, leaving cylinder A full of nearly pure air. Now as the piston B rises this air is allowed to escape by way of port 6 until this port is closed by the rising piston B. By the action of the pump-plunger this escaping air first goes, byway of the ports 6, e, and f to the exhaust chamber, and afterward,just before the piston B closes the port e, the pump-plunger closes e e f and opens c 6 so that the chamber F" may be filled with air from cylinder A while the gas is entering the cylinder A at d, thus allowing the gas to enter more freely and saving the air which escapes while the gas is entering, so that if any gas goes with this'air it is not wasted or lost, (as it would be if connected to the exhaust,) but passes with this air into the next charge of gas. The Working of the principle of expansion is complete without this diluting arrangement, it being merely necessary .to abolish the port 6 the chamber F and holes 2' and passage j. The entire escape of air from cylinder A is then to the exhaust by way of ports e and f, and after they are closed the port d is opened, so that when the gas enters there is no place for it to escape, and the operation of the engine is as complete as before. It is understood that the vaporizing-chamber I is arranged on the top of the cylinders, so as to produce a supply of vapor common to both cylinders, utilizing for the purpose heat which would otherwise be radiated from the heads of the.

cylinders to the outer air and consequently lost.

I am aware that chambers of various forms have been used for this purpose and in connection with the head of the cylinder, wherein the stated quantity of oil for each stroke is pumped to be vaporized and then drawn into the cylinder by the action of the working piston while drawingin air, but this necessarily refers only to engines receiving an impulse at alternate revolutions and not supplied with vapor under pressure.

In my improvedengine described theoilsupply pipe I communicates freely and without any obstruction whatever to the free flow of the oil to or from the vaporizer and oil supply tank, and lets the oil into the vaporizing-chamber 1, whereby itis at once vaporized, thereby driving back the oil from the top plates or heads of'the cylinder as soon as the chamber I is filled with vapor. tion of the vapor-pumps in drawing off the vapor from the chamber I allows the oil to be fed by atmospheric pressure, or any desired pressure may be had in the vaporizer by maintaining a like air-pressure over the oil in the supply-tank. In either case, as soon as the pressure in the vaporizer equals that of the oil supply the oil is pushed back away from the heat and no more vapor is formed, thus allowing the oil to advance as it is required, thereby rendering the supply of the vapor automatic.

Before starting the engine, heat applied to any part of the pipe I will soon fill the vaporizing-chamber I with vapor, ready for action. The action of the engine is shown in diagram in Fig. 10, in which the main crank-pin is represented, as at 1, and the pump crank-pin at S or about ninety degrees in advance. when the charge is ignited the main crank-pin p'roceeds to 2, at which point the exhaust-ports are open, and the fresh-air valve opened to allow the fresh air to flow through the cylinder till the piston returns to 4., at which point the cylinder exhaust-ports are closed. The auxiliary exhaust-port in the pump-cylinder F opens at 3 and remains open till the pumpplunger Gr arrives at the proper point and shuts off the exhaust-port at 5 and opens the vapor-supply port and also the air-passage to the lower end of the pump-cylinder F, and at 6 this latter passage (port e) is closed by the rising main piston in the cylinder. ton still rising closes the vapor-port at 7, and

the piston continuing to rise to l compresses the charge for the next stroke.

It will be seen that the entire operation of clearing and charging the cylinder is performed during the first (or one-third or onehalf, as the case may be) of the return stroke of the piston, and may be as readily done on one side of the crank as on the other, according to which direction it is-desired to run the engine, and it is done by reversing the position of the crank or eccentric running the combination vapor-pump and plunger.

It will be seen that this combination pump is applicable as well to an engine of one cylinder as to an engine of two or more cylinders,

and the principle of continuing the exhaust for a part of the return stroke of the piston,

- and thereby getting greater expansion from a small charge, is applicable to any engine having an impulse at each revolution.

It is understood that in all forms of compression gas-engines now in use there is much heat conveyed away and lost by means of the The ac-.

The piswater-jacket, and, further, the cylinder is kept at so low a temperature that the heated gases are cooled too quickly, so as to seriouslydetract from both the power and the economy of the engine.

In order to retain a higher and at the same time an even temperature in the cylinder, I circulate in the cylinder-jackets A oilor other liquid of a higher boiling-point than water, and in case it is necessaryI provide the cooling-vessel L with the coil of pipe K, so as to It is understood jthat'the engine could be constructed with;the..'suctionvalve between the vaporizing-chamber and the pump-chamber Ii 0l11lt'ted,"SO.l1hLt the chamber F would be inoperative as a pump; but this chamber would then form part of a continuous closed vaporizing-passage from the oil-supply tank to the engine-cylinder by way of the pipe 1 the vaporizing-chamber, the pipe I, the chamber F and thepassage (1 In this case the vapor will be forced into the cylinder when the valve opens the port OZ by means of and according to the pressure maintained in the body of compressed air above the oil-storage tank, being thus enabled to introduce itself into the main cylinder without the aid of the suction-valve to the chamber F and maintaining the action of the engine as complete as before, although I prefer to use the pump as being more certain in its results.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. A gas or oil engine, provided with a vapor pump, having a plunger provided with cross passages arranged to regulate both the supply of vapor or gas and the exhaust from the main cylinder, substantially as shown and described.

2. A gas or oil engine provided with a vapor pump having a hollow piston arranged to regulate the supply of vapor at one end, and drawin a stated quantity of air at the other, and mix the same through the hollow piston with the vapor at the opposite end, substantially as shown and described.

3. Agas or oil engine provided with a vapor pump, having a hollow piston arranged with cross passages, whereby the operations of supplying vapor, controlling the exhaust and mixing a known quantity of air with the vapor, are performed simultaneously by the j prevent overheating of the cooling-liquidfor the jackets A same plunger during a continuous reciprocatinlet leading from said pump to the cylinder, 1

and a port leading from the cylinder to the pump whereby air is taken into the pump from the outlet of the said working cylinder during admission of gas or vapor from the vapor port,

said air being mixed with the next charge of gas or vapor entering the cylinder, substantiallyas shown and described.

5. Ina gas or oil engine the combination withaworking cylinder provided witha main exhaust'por't, of an, air punip and a portconnecting said cylinder with theair pump, after the main exhaust port is closed, and permitting air to be drawn from the said cylinder, as and for the purpose set forth.

6. In a gas or oil engine, the combination with a working cylinder and piston therein, of a vapor pump for forcing the gas or vapor to the working cylinder, and a vaporizing chamber on the outside of the cylinder head and arranged to communicate with the pump cylinder, substantially as shown and "described.

7. Ina gas or oil engine, the combination with a working cylinder and piston reciproeating thereln, of a vaporizing. chamberon the and supplied with compressed air, and avapor pump for drawing the vapor or gas from the vaporizing chamber, whereby the oil is supplied to the vaporizer, as the pressure in said vaporizer is reduced below that of the compressed air, substantially as shown and described. i

8. In a gas or oil engine, having two power cylinders and two annular compression cylinders, a separate air chamber connected with each annular compression cylinder and arranged between the cylinders, the said air chambers being provided with inlet and exit valves, and having constant communication with their respective annular compression cylinders, substantially as shown and described. 7

9. A gas or oil engine having two power cylinders, two annular compression cylinders and two air chambers, each air chamber being provided with a port constantly open to the respective annular compression cylinder, and each air chamber having an inlet valve at its lower end and an outlet valve at its upper end, and an air passage leading from the outlet of each air chamber to the opposite power cylinder, substantially as shown and described.

10. A gas or oil engine having two power cylinders provided with exhaust ports, two compression cylinders, a separate air chamber for each compression cylinder, each of said air chambers being constantly open to its respective compression cylinder, and provided with an inlet valve through which air is drawn into said air chamber and the corresponding compression cylinder, and an exit valve for each air chamber held to its seat by the pressure in the opposite power cylinder whereby the air compressed in said air chamber passes to the said power cylinder when the pressure in the latter is removed bythe opening of its exhaust port, substantially as and forthe purpose set forth.

11. In a gas or oil engine, the combination with a'reversing mechanism, comprising a hand wheel, a fixed disk, and .a revoluble wheel, of the engine vapor pump, and suit able connecting gearfor driving the said pump, substantially as shown and described.

12. In a gas or oil engine, the combination with a hand wheel held loosely on the main shaft and having a pinion, a disk provided ;with a pin and arranged next to the said hand wheel on the same shaft, the said disk being fixed to the shaft, a shaft journaled in the :said disk and carrying on opposite faces of 'the latter pinions, of which one meshes with the pin-ion of the said hand wheel, and a trans mitting wheel mounted on the same shaft and provided with an internal gear wheel in 'mesh with the other pinion on the disk, and also provided with a segmental slot engaged by the pin on the disk,snbstantially as shown and described.

outside of the cylinder head, an oil supply K tank connected with said vaporizing chamber 13. In a gas or oil engine, the combination with the working cylinder and a gas or vapor] pump having a reciprocating piston valve arranged to control both the duration of the exhaust from the cylinder and the supply of gasor vapor thereto, of a hand wheel, and a reversing mechanism controlled from the said hand wheel for changing the relative position of the pump or valve crank pin, substantially as shown and described.

14. In a gas or oil engine, the combination with a reversing mechanism, comprising a hand Wheel having a pinion, a disk provided with a pin and arranged next to the said hand wheel on the same shaft, the said disk being fixed to the shaft, a shaft journaled in the said disk and carrying on opposite faces of the latter pinions, of which one meshes with the pinion of the said hand wheel, and a transmitting wheel mounted on the same shaft and provided with an internal gear wheel in mesh with the other pinion on the disk and also provided with a segmental slot engaged by the pinch the disk, oftheengine vapor pump, and suitable connecting gearfor driving the said pump, substantially as shown and described.

15. A gas engine having an air pump arranged to draw air from the working cylinder during the admission of gas or vapor therein, the plunger of which is provided with a cross passage for connecting the said Working cylinder with the exhaust passage, substantially as shown and described.

16. A gas or oil engine provided with avapor or gas pump, and having a reciprocating piston valve so arranged as to control both the exhaust from the main cylinder and the com-- munication between the said vapor or gas pump and said working cylinder, substantially as shown and described.

-17. In a gas or oil engine, having a vapor pump, the combination with a gas inlet port leading from the pump to the main cylinder, of the channel 01 in the casting of said pump, opening into the pump cylinder, and a pas- IEO sage formed in the plunger of said pump for connecting the channel d with the gas inlet port of the main cylinder, substantially as shown and described.

18. In a gas engine having a working cylinder, and an air compressing cylinder discharging into said working cylinder, a reciprocatin g piston valve controlling the duration of'the exhaust from the main cylinder, and a suitable reversing arrangement for changing the position of the valve eccentric or crank pin relative to that of the main crank, for the purpose of reversing the engine, substantially as shown and described.

19. In a gas engine having a working cylinder and an air compressing cylinder discharging into said working cylinder, a reciprocating piston valve arranged to control both the duration of the exhaustfrom the main cylinder and the supply of gas or vapor, and a suitable reversing arrangement for changing the position of the valve crank pin or eccentric relative to that of the main crank, for the purpose of reversing the engine, substantially as shown and described.

20. A gas engine having an air pump ar- 21. A gasengine having an air pump ar ranged to draw air from the working cylinder during the admission of gas or vapor therein, the plunger of said pump being provided with a cross passage for connecting the said working cylinder with the exhaust, and a suitable reversing gear for changing the position of the pump crank pin or eccentric relative to that of the main crank, substantially as shown and described.

22. In a gas engine having a vapor pump arranged to draw inair at one end While forcing vapor at the other and adapted to mix said air with said vapor, the central passage j and check valve G, substantially as shown and described.

' FRANK S. MEAD.

\Vitnesses:

LEWIS P. MEAD, FRANK E. hlEAD. 

